Automatic train-stop for block-signal systems.



No. 828,888. I

PATENTED AUG, 14, 1906.

I P. B. COREY. AUTOMATIC TRAIN STOP FOR BLOCK SIGNAL SYSTEMS.

APPLICATION FILED MAR. 10, 1904.

INVENTQR: Fred aicohe bq NESSES.

flung.

- FRED B.

time s'rar's 'PATENT oFFIoE.

ELECTRIC COMPANY, A CORPORATION OF NEW,YOBK;

AUTQWIATEC TRAIN-STOP- FoFi BLOCK-SIGNA LSYS T E MS.j;

no, ceases.

To all whom it may concern:

Be it known that I, FRED BQCOREY; a'citi zen of the United States, residing at Schenectady, county of Schenectady, State of New York, have invented certain new and useful Improvements inAutomatic Train-Stops for Block-Signal Systems, of which the following is a specification,

My invention relates to block-signal systems; and its object is to provide a novel form of automatic train-stop for use in conjunction With such systems.

Block-signal systems have been installed heretofore in which in addition to the signals an automatic train-stop is employed in conjunction with each signal, the train-stop consisting of an arm placed adjacent to the track and arranged to be raised intoa vertical position When the signal is at danger. A valveis placed on each locomotive ormotorcar and connected in the air-brake pipe. lhe

valve is arranged to be engaged by the stoparm When-the 'stop isin a vertical position. Consequently ifa car tries to pass a signal While it is at danger the valve is opened 5 the pressure in the train-pi e is reduced, an

the brakes are a plied. his provides an absolute stop an prevents the engineer or motorman from running past a signal which is set against him. It is, however, desirable" in many instances toallow a train to pass the 'danger-sign'allat slow s eed, andto accorn plish this result it has een proposed to revplace the valve by a flexible tube to the-end of '-'which is attached a closed glass tube. With this arrangement whemthe car passesa signal at a very slow speed the flexible tube bends onreaching the-stop-arm and allows the glass tubeto drag over the end of the stop-"arm'withoutbreaking; but if the train 9 attempts to pass the stop-arm at a high speed the glass-tube isbroken, the air-brake pipe is connected to the atmosphere, and the brakes are applied. This arrangement has the disadvantage tlliitlll) is necessary-frequently to IV replace broken tubea'as the 'tubes are liable to breakagesfrom various accidental causes.

The object of my invention is to provide a novel form of, stop-arm whichshall allow a train or car to pass a den er-signal if going at} every slow 3 eed,but'w chshallautomate ically apply t e brakes it thetr'ain or carat tempts to pass at a high rateofuspeed, which shall accomplish end without emmallyheld in line with the piece a by'the Patented Aug l 14,, 1906. p

ploying any device which must be broken in operation or which is liable to breakage.

My invention will best be understood by. reference to the accompanying drawings, which i Figure 1 shows a cross-sectional elevation of a railway provided with a.stop-armarranged inaccordance with my invention. Fig. 2 shows a side elevation of the same .on 1 an enlarged scale. v 1 In the drawings, A represents an automatic stop-arrmwhich when raised to a vertical po-, I sition, as shown. in the drawings, is arranged to be en aged by a valve V, carried onthe car (land connected in the air-brakepipe-B. The stop-arm A' is mounted on the rod or shaft R,.which isconnected by the link or. lever L to the operating mechanism of the signal S in such manner that when the signal is at the danger position,as shown, the rod -R'is rotated, raising stop-arm A into.a werticalositio'n, as shown. Stop-arm A .is

to therod R. The other piece to the piece-cat a and is nor cured rigidlg a is pivote flexible strip or spring F, which is secured to the piece a and which enga es the stops on the piece a. The spring is made *sufli cientlyoflexible so that if valve'V isbrought slowly into *contact with the member azgflexi-i bl6 strip F will bebent" into the'po'sition shown in dotted lines, allow valvegVfto' pass by itwithout o ening'. T e member (1/ possesses considerab e inertia,- however, and i if the car 0 is moving rapidly the inertia of member a, is sufiicient to knock'valveV thus applying'the brakes. f l N that t ev flexible stop-arm.'whiohllemployf possesses theadvantages of th'ei gla'ss "tube arrangement, while eliminating the; dmad- .95 vantageous necessity of frquentl eplacing broken parts." 1;.1 (v "I donot desire to limit myself to the par ticular construction and arrangement of parts here shown, since chan es "which do not 'de- .part firom the spirit 9% my invention'and which are within thescope oftheap' ended claims will be obvious tothose'skille the art. 3.

WhatI claim asnew, and desire tdseciiie by Letters Patentoflthe United States,

1. In a blqk -fi'glml system 01 railways, a

car, f 'a brakccontrolling, device thereon, I a

forme in'two pieces, one piece'abeingsesignal, and a stop-arm controlled by said signal and adapted to engage said device when said signal is at danger, said stop-arm being adaptedto move saiddevice to apply, the brakes if the car is moving fast and to be moved by said device if the car is moving slowly.

2. In a block-si nal system for railways, a car, air-brakes therefor, a valve adapted when opened to apply said brakes, a signal,

' and a stop-arm controlled by said signal and adapted to engage said valve when said signal 1s at danger, saidstop-arm being adapted to open said valve if thecar is'moving fast and to be moved by said valve if the car is moving slowly.

3. In a block-signal system for railways, in combination with a signal, a stop-arm adjacent to the track and adapted to be moved into va position to be engaged by a moving car when said signal ismoved to danger, said stop-arm being adapted to yield readily to slowly-applied pressure and to resist a sudden blow.

Q 4. In a block-signal system for railways, a car, a brake-controlling device thereon, a sig nal, and a stop-arm controlled by said signal and adapted to engage said device when said signal is at danger, said stop-arm bein a apted toyield readilyto slowly-applie pressure and to resist a sudden blow.

l 5. In a block-signal system for railways, a

car, air-brakes thereon, 'a valve controlling said brakes, a signal, and a stop-arm controlled by said signal and adapted to engage said valve when said signal is at danger, said stop-armbeing adapted to yield readily to slowly-applied pressure and to resist a sudden blow.

6. In a block-signal system for railways, in combination with a signal, a stop-arm controlled thereby and comprising a part rigidly connected to the operating mechanism of the signal, a second part pivotally mounted on the first part, a flexible strip or leaf-spring carried by the first part, and stops carried by the second part adapted to engage said leafspring when said second part is moved in either direction.

7. In a block-signal system for railways, a

nal, and-means contro led by said signal for engaging and moving said device to apply the brakes on a fast-moving car when said signal is at danger and adapted to allow a slowmoving car to pass without shifting said device regardless of the position of said signal.

9.- In a block-signal system for railways, a car, a speed-controlling device thereon, a signal, and operative connections between said signal and said device comprising a part con-- trolled by said signal and a part moving with the car adapted to be engaged by the signal-controlled part when the signal is at danger, one of said parts being arranged with high inertia, whereby said device is moved on a fast-moving car when said signal is at danger but 1s unaliected on a slow-movmg car regardless of the position of said sign 10. In a block-si nal system for railways, a car, a speed-contro ling device thereon, a signal, and controlling means comprising a part controlled by said signal and a part moving with the car adapted to strike the signal-controlled part when the signal 'is at danger, one

of said parts being arranged with high inertia whereby its acton when said parts strike varies with the velocity of the blow, said speed-controlling device being operativcly related to said controlling means whereby said device is moved on .a fast-moving car when the signal is at danger but is unaffected on a slowly-moving car regardless of the po sition of said signal. v,

In Witness whereof I have hereunto set my hand this 8th day of March, 1904.

FRED B. COREY.

Witnesses:

BENJAMIN B. HULL, HELEN ORFORD. 

